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(11) | EP 0 247 863 A2 |
| (12) | EUROPEAN PATENT APPLICATION |
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| (54) | Motor-driven power steering system for a vehicle |
| (57) A motor-driven power steering system for a vehicle is disclosed which is controlled
to operate, by means of a control unit (109), in a non-power assisted manual steering
mode when a vehicle speed sensor (10) detects that the vehicle speed has exceeded
a prescribed level, and to operate in a power assisting mode when the vehicle speed
is below the prescribed level. If the speed sensor (10) fails and/or wiring connecting
the speed sensor to the control unit breaks, the control unit (109) detects such sensor
failure or wiring breaks and operates to change the steering system into a non-power
assisted manual steering mode, thereby improving safety in high-speed driving of the
vehicle. The control unit (109) is operative for disengaging a clutch (16) and/or
for switching off power supplied to a motor (13) when speed signals, indicative of
the vehicle speed, are no longer received by the control unit. The change of the system
into the manual steering mode, when the speed signals are not received by the control
unit (109), may be conditional upon detection of motion of the vehicle. |
BACKGROUND OF THE INVENTION
I. Field of the Invention
[0001] This invention relates to a motor-driven power steering system for a vehicle adapted to assist the operator-induced steering operation by means of the rotative force of a motor.
2. Description of the Prior Art
[0002] In the past, a conventional power steering system of this type, as schematically illustrated in Fig. has hitherto been known in which a steering wheel I is operatively connected through a steering shaft 2 having an upper portion 2a and a lower portion 2b and a first rack and pinion gear Ti including a first pinion 5 and a first rack tooth portion 6a with a steering rack 6 which is connected at its opposite ends with a pair of steerable road wheels (not shown) through a pair of tie rods 8a, 8b so that when the steering wheel I is turned by an operator, the steerable road wheels (not shown) are appropriately steered in accordance with the steering motion of the steering wheel I imparted bythe operator. On the other hand, the steering rack 6 is operatively connected with a motor 13 through a second rack and pinion gear T2 including a second rack tooth portion 6b and a second pinion 17, a speed-reduction gear R, and a switching clutch 16 so that the driving force of the motor 13 is transmitted through the speed-reduction gear R, the switching clutch I6 and the second rack and pinion gear T2 to the rack 6 so as to assist the steering operation of the steering wheel I imparted by the operator. The motor 13 is electrically connected with a battery II through a control unit 9 and a key or ignition switch 12 so that it is energized by the battery It under the control of the control unit 9. The control unit 9 is input with control signals from a steering-torque sensor 3 and a vehicle-speed sensor 10 so as to appropriately control the operations of the motor 13 and the switching clutch 17 on the basis of the steering torque and the vehicle speed measured. However, the power steering system as constructed above has the following problems. Specifically, when the travelling speed of the vehicle increases above or decreases below a prescribed level, the control unit 9 operates to deenergize or energize the switching clutch 17 to interrupt or enable the transmission of the assisting force from the motor 13 to the rack 6 so as to switch the steering system into a manual steering mode without any power assist or into a power steering mode with power assist. In this case, if the speed sensor 3 has failed or an electrical line or wiring connecting the speed sensor 3 to the control unit 9 is broken for some reason, no output signal is fed to the control unit 9 so that the motor 13 continues to operate with the clutch 16 connected. As a result, the steering system is continuously held in a power steering mode even when the vehicle speed exceeds the prescribed speed level. Such a situation is unfavorable from the standpoint of safety in driving of the vehicle.
SUMMARY OF THE INVENTION
[0003] In view of the above, the present invention is intended to obviate the above-described problem of the prior art, and has for its object the provision of a motor-driven power steering system for a vehicle which can ensure safety in high-speed driving of the vehicle even when the speed sensor has failed or the wiring connecting between the speed sensor and the control unit is broken.
[0004] In order to achieve the above object, according to the present invention, there is provided a motor-driven power steering system for a vehicle having a steering wheel operatively connected with steerable road wheels so that the steering wheel is turned by an operator to appropriately steer the steerable road wheels, the motor-driven power steering system comprising:
a torque sensor for detecting steering force imparted to the steering wheel by an operator to generate an output signal representative of the detected steering force;
a vehicle speed sensor for detecting the vehicle speed to generate an output signal representative of the detected vehicle speed;
a motor adapted to be energized by a source of electric power for power assisting the steering motion caused by the operator through the steering wheel;
a clutch means adapted to be switched off for interrupting the transmission of the power-assisting force from the motor toward the steerable road wheels when the vehicle speed increases above a prescribed level, and switched on for establishing the transmission of the power-steering force when the vehicle speed decreases below the prescribed level; and
a control unit connected through wirings to the torque sensor and the vehicle-speed sensor for controlling the operations of the motor and the clutch means based on the output signals thereof in a manner such that the power-assisting force transmitted from the motor to the steerable road wheels is controlled in accordance with the travelling speed of the vehicle and the steering torque imparted to the steering wheel by the operator under the normal operating condition of the vehicle speed sensor, but reduced to zero if the vehicle speed sensor has failed and/or the wiring connecting between the vehicle speed sensor and the control unit is broken.
[0005] The current supplied from-the source of electric power to the motor is reduced to zero by the control unit in case of failure in the vehicle speed sensor and/or breaks in the wiring connecting between the vehicle speed sensor and the control unit. Also, the clutch means is switched off by the control unit in case of failure in the vehicle speed sensor and/or breaks in the wiring connecting between the vehicle speed sensor and the control unit.
[0006] In one embodiment, a vehicle height sensor is provided for detecting the height of the vehicle from the ground and generate an output signal representative of the detected vehicle height. In this case, the control unit comprises:
a steering torque measuring means adapted to receive the output signal from the torque sensor for measuring the operator-induced steering torque;
a vehicle speed measuring means adapted to receive the output .signal from the vehicle-speed sensor for measuring the vehicle speed;
a vehicle height measuring means adapted to receive the output signal from the vehicle height sensor and generate an output signal having a variation frequency and a variation amplitude which correspond to the measured vehicle height;
a vehicle travel judging means adapted to receive the output signal of the vehicle height measuring means and judge that the vehicle is travelling when the variation frequency and the variation amplitude of the output signal of the vehicle height measuring means are continuously greater than respective prescribed reference values for a time duration exceeding a prescribed period;
a speed-sensor failure determining means adapted to receive the output signals of the vehicle speed measuring means and the vehicle travel judging means and determine that there is failure in the vehicle speed sensor and/or breaks in the wiring connecting between the vehicle speed sensor and the control unit when the output of the vehicle speed measuring means is zero and when the vehicle travel judging means judges that the vehicle is travelling;
a motor-current determining means adapted to determine an appropriate level of current supplied to the motor in a manner such that the motor current is determined on the basis of the output signals of the steering torque measuring means and the vehicle speed measuring means in the normal operating condition of the vehicle speed sensor, but made zero when the speed-sensor failure determining means determines that there is failure in the vehicle speed sensor and/or breaks in the wiring connecting between the vehicle speed sensor and the control unit;
a motor-current controlling means for controlling the current supplied to the motor in accordance with the output from the motor-current determining means; and
a clutch controlling means for controlling the operation of the clutch means in a manner such that the clutch means is switched off when the measured vehicle speed is above the prescribed level or when the speed-sensor failure determining means determines that there is failure in the vehicle speed sensor and/or breaks in the wiring connecting between the vehicle speed sensor and the control unit, and switched on when the measured vehicle speed is below the prescribed level.
[0007] In another embodiment, a throttle opening sensor is provided for detecting the opening degree of a throttle valve disposed in an intake passage of the engine so as to generate an output signal representative of the detected throttle opening degree. In this case, the control unit comprises:
a steering torque measuring means adapted to receive the output signal from the torque sensor for measuring the operator-induced steering torque;
a vehicle speed measuring means adapted to receive the output signal from the vehicle speed sensor for measuring the vehicle speed;
a throttle opening measuring means adapted to receive the output signal from the throttle opening sensor for measuring the opening degree of the throttle valve;
a speed-sensor failure determining means adapted to receive the output signals of the vehicle speed measuring means and the throttle opening measuring means and determine that there is failure in the vehicle speed sensor and/or breaks in the wiring connecting between the vehicle speed sensor and the control unit when the opening degree of the throttle valve measured by the throttle opening measuring means is greater than a prescribed reference value and when zero output of the vehicle speed measuring means continues for a time duration exceeding a prescribed period;
a motor-current determining means adapted to determine an appropriate level of current supplied to the motor in a manner such that the motor current is determined on the basis of the output signals of the steering torque measuring means and the vehicle speed measuring means in the normal operating condition of the vehicle speed sensor, but made zero when the speed-sensor failure determining means determines that there is failure in the vehicle speed sensor and/or breaks in the wiring connecting between the vehicle speed sensor and the control unit;
a motor-current controlling means for controlling the current supplied to the motor in accordance with the output from the motor-current determining means; and
a clutch controlling means for controlling the operation of the clutch means in a manner such that the clutch means is switched off when the measured vehicle speed is above the prescribed level or when the speed-sensor failure determining means determines that there is failure in the vehicle speed sensor and/or breaks in the wiring connecting between the vehicle speed sensor and the control unit, and switched on when the measured vehicle speed is below the prescribed level.
[0008] The above and other objects, features and advantages of the present invention will become apparent from the following detailed description of a few presently preferred embodiments of the invention when taken in conjunction with the accompanying drawings.
BRIEF DESCRIPTION-OF THE DRAWINGS
[0009]
Fig. I is a schematic view illustrating the general arrangement of a motor-driven power steering system for a vehicle having a conventional control unit;
Figs. 2 through 5 relate to a motor-driven power steering system in accordance with one embodiment of the present invention, in which:
Fig. 2 is a block diagram showing a control unit and its related parts;
Fig. 3 is a characteristic view showing a relationship between the motor current and the steering torque;
Fig. 4 is a characteristic view showing a vehicle-speed/motor-current relationship and a vehicle-speed/clutch-voltage relationship; and
Fig. 5 is a flow chart showing the control process of the power steering system illustrated in Fig. 2.
Figs. 6 and 7 relate to a motor-driven power steering system in accordance with another embodiment of the present invention, in which:
Fig. 6 is a block diagram showing a control unit and its related parts; and
Fig. 7 relates to a flow chart showing the control process of the power steering system illustrated in Fig. 6.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0010] The present invention will now be described in detail with reference to a few presently preferred embodiments thereof as illustrated in the accompanying drawings. In the following, the same parts or elements of the embodiments will be identified by the same reference numerals and characters as employed in Fig. I.
[0011] Referring to the drawings and first to Fig. 2, there is shown a motor-driven power steering system having a control unit 109 constructed in accordance with one embodiment of the present invention. As diagrammatically illustrated in Fig. 2, the control unit 109 is adapted to receive the output signals from a torque sensor 3, a vehicle speed sensor 10 and a vehicle height sensor 18 for controlling the operations of a motor 13 in the form of a DC motor and a clutch means 16 in the form of an electromagnetic switching clutch in a manner such that the power-assisting force transmitted from the motor 13 to the steerable road wheels (not shown) is controlled in accordance with the travelling speed of the vehicle and the steering torque imparted to the steering wheel I by the operator under the normal operating condition of the vehicle speed sensor 10, but reduced to zero if the vehicle speed sensor 10 has failed and/or an electric line or wiring connecting between the vehicle speed sensor 10 and the control unit 109 is cut or broken.
[0012] Specifically, as shown in Fig. 2, the control unit 109 comprises: a steering torque measuring means 109a adapted to receive the output signal of the torque sensor 3 for measuring the operator-induced steering torque; a vehicle speed measuring means 109b adapted to receive the output signal of the vehicle speed sensor 10 for measuring the travelling speed of the vehicle; a vehicle height measuring means 109c adapted to receive the output signal from the vehicle height sensor 18 and generate an output signal having a variation frequency and a variation amplitude which correspond to the measured vehicle height; a vehicle travel judging means 109d adapted to receive the output signal of the vehicle height measuring means 109c and judge that the vehicle is travelling when the variation frequency and the variation amplitude of the output signal of the vehicle height measuring means 109c are greater than respective prescribed reference values for a time duration exceeding a preset period; a speed-sensor failure determining means 109e adpated to receive the output signals of the vehicle speed measuring means 109b and the vehicle travel judging means 109d and determine that there is failure in the vehicle speed sensor 10 and/or breaks in the wiring connecting between the vehicle speed sensor 10 and the control unit 109 when the output of the vehicle speed measuring means 109b is zero and when the vehicle travel judging means 109d judges that the vehicle is travelling; a motor-current determining means 109f adapted to determine an appropriate level of current supplied to the motor 13 in a manner such that the motor current is determined on the basis of the output signals of the steering torque measuring means 109a and the vehicle speed measuring means 109b in the normal operating condition of the vehicle speed sensor 10, but made zero when the speed-sensor failure determining means 109e determines that there is failure in the vehicle speed sensor 10 and/or breaks in the wiring connecting between the vehicle speed sensor 10 and the control unit 109; a motor-current controlling means 109g for controlling the current supplied to the electromagnetic switching clutch 16 in accordance with the output from the motor-current determining means 109f; and a clutch controlling means 109h for controlling the operation of the electromagnetic switching clutch 16 in a manner such that the clutch 16 is switched off when the measured vehicle speed is above a prescribed level or when the speed-sensor failure determining means 109e determines that there is failure in the vehicle speed sensor 10 and/or breaks in the wiring connecting between the vehicle speed sensor 10 and the control unit 109, and switched on when the measured vehicle speed is below the prescribed level.
[0013] Now, the operation of the control unit 109 will be described in detail with reference to Figs. 3 through 5. First, the case in which a vehicle is stationary or standing still will be considered. In this case, when a key or ignition switch (not shown) is first turned on to start the engine, the electromagnetic switching clutch 16 is automatically actuated to place the second pinion 17 into mechanical coupling with the worm wheel 15. In this state, when the steering wheel I is turned by an operator, the control unit 109 acts to control the operation of the motor 13 in the form of a DC motor in the manner as illustrated in Fig. 3. More specifically, when steering torque increases in the righthand direction to point a in Fig. 3, the motor 13 is turned on and supplied with an offset current of a certain low level top (for example, about 2 to 10 amperes) in order to alleviate the inertia influence from the motor 13 and the mechanical portions. As the steering torque further increases, the current supplied to the motor 13 begins to increase, at point b, linearly in direct proportion to the intensity of steering torque, and reaches 100 % current at point c. On the other hand, as the steering torque decreases, current flowing through the motor 13 begins to decrease at point and becomes to be the offset levelloF at point b. When the steering torque further decreases and reaches point a, the current supply to the motor 13 is reduced to zero and the motor 13 is stopped. Similar to this, the motor 13 is controlled in the same manner when the steering torque increases or decreases in the lefthand direction. In this connection, it is to be noted that the power-assisting torque generated by the motor 13 is in direct proportion to the current supplied thereto.
[0014] Accordingly, as pictured in Fig. 3, as the steering torque increases, the motor 13 is energized or turned on at point a and supplied with the offset current IQF. As the steering torque further increases, the current supplied to the motor 13 begins to gradually increase at point b so that the output torque of the motor 13 to be transmitted to the worm 14 accordingly increases gradually. As a result, the assisting torque having the intensity corresponding to the operator's steering effort applied to the steering wheel I is transmitted to the second rack tooth portion 6b on the steering rack 6 through the intermediary of the worm wheel 15, the electromagnetic switching clutch 16 and the second pinion 17, thereby lightening the steering operation for the operator.
[0015] Now, the case in which the vehicle is travelling will be considered. In this case, as seen from Fig. 4, the control unit 109 controls the operations of the motor 13 and the electromagnetic switching clutch 16 in the following manner. The current supplied to the motor 13 is reduced to an offset current level IOF (about 2 - -10 amperes) at point d in Fig. 4 at which the vehicle speed increases to a prescribed second reference speed V2, held constant at the offset current level top until the vehicle speed further increases to a prescribed first reference speed level Vi at point e in Fig. 4, and reduced to zero at point e. Also, the voltage imposed on the clutch 16 is held constant at 100% level until the vehicle speed increases to the first reference speed level Vi at point e, and made zero at the first reference speed level Vi so that the clutch 16 is switched off to release the mechanical connection between the worm wheel 15 and the second pinion 17, thereby making the steering operation for the operator heavier without any power assist.
[0016] With the prior art motor-driven power steering system as previously referred to, however, if there is failure in the vehicle speed sensor 10 or breaks in the wiring connecting between the speed sensor 10 and the control unit 109, it becomes impossible to control the power steering system in accordance with the travelling speed of the vehicle so that the steering system is continuously held in a power steering mode even when the vehicle travels at high speed. As a result, the steering operation for the operator becomes too lighter, thus reducing safety in driving at high speed.
[0017] In this case, however, according to the present invention, the power steering system is changed into a manual steering mode so as to avoid the above situation. To this end, according to this embodiment, failure in the vehicle speed sensor 10 and/or breaks in the wiring connecting the speed sensor 10 to the control unit 109 is first detected in the following manner. Namely, as illustrated in Fig. 2, the output signal of the vehicle height sensor 18 is input to the vehicle height measuring means 109c which outputs to the vehicle travel judging means 109d a vehicle height signal having a variation frequency fH and a variation amplitude AH which correspond to the measured vehicle height H. The vehicle travel judging means 109d judges from the vehicle height signal of the vehicle height measuring means 109c whether or not the vehicle is travelling. If the variation frequency fH and the variation amplitude AH of the vehicle height signal continue to be greater than respective prescribed reference values (for example, 0.5 Hz and ± I cm) for more than a prescribed time duration (for example, 5 seconds), it is judged that the vehicle is travelling. In this state, if the vehicle speed V as measured by the vehicle speed measuring means 109b is zero, that is if the output signal of the vehicle speed measuring means 109b is zero, the speed-sensor failure determining means 109e determines that there is failure in the speed sensor 18 and/or breaks in the wiring connecting between the speed sensor 18 and the control unit 109, and operates, if so determined, to make the current supplied to the motor 13 and the voltage imposed on the electromagnetic switching clutch 16 into zero, thereby changing the steering system into a non-power assisted manual steering mode.
[0018] More specifically, as illustrated in the flow chart of Fig. 5, the control unit 109 is initialized after the key or ignition switch is turned on, and then, at step SI, from the output signal of the steering torque sensor 3, the steering torque measuring means 109a measures the steering torque imparted to the steering wheel I by the operator. At step S2, from the output signal of the vehicle-speed sensor 10, the vehicle-speed measuring means 109b measures the travelling speed V of the vehicle and generates an output signal representative of the measured vehicle speed V, and at step S3, from the output signal of the vehicle height sensor 18, the vehicle height measuring means 109c measures the height H of the vehicle from the ground and generates a vehicle height signal having a variation frequency fH and a variation amplitude As which correspond to the measured vehicle height. At step S4, it is determined that whether or not the measured vehicle speed V is equal to zero, and if not, the control process proceeds to step S5 where a motor current corresponding to the measured steering torque Ts is read out. Then, at step S6, it is determined whether or not the vehicle speed V is greater than a first reference speed Vi, and if V > Vi, the control process proceeds to step S15, and if V ≦ Vi, the control process proceeds to step S7 where it is further determined whether or not the vehicle speed V is greater than a second reference speed V2 which is smaller than the first reference speed Vi. If V > V2, the motor current is reduced to an offset current levelloF (for example 2 -10 ampere), and the clutch 16 is connected at step S9. At step S7, however, if V ≦ V2, the control process proceeds to step SIO where the motor current 1M corresponding to the measured steering torque Ts is output, and then the control process proceeds to step S9.
[0019] On the other hand, at step S4, if it is judged that the vehicle speed is equal to zero, the control process proceeds to step SII where the variation frequency fH and the variation amplitude AH of the vehicle height signal H is calculated. Then, at step SI2, it is determined whether or not the calculated variation frequency fH of the vehicle height signal H is greater than a prescribed reference frequency fs, and if not, the control process proceeds to step S5 but if so, at step SI3, it is determined whether or not the calculated variation amplitude AHOf the vehicle height signal H is greater than a prescribed reference amplitude As. If not, the control process proceeds to step S5, but if so, at step 14, it is determined whether or not the time duration to for which the condition of fH > fs and AH > As continues is greater than a reference time ts. If tD ≦ ts, the control process proceeds to step S5, but if to > ts, then the control process proceeds to step SI5 where the current supplied to the motor 13 is made zero, and at step SI6, the voltage imposed on the electromagnetic switching clutch 16 is also made zero thereby to disconnect the clutch 16. After steps S9 and S16, the control process returns to step SI, and the above-described operations are repeated.
[0020] Fig. 6 shows another embodiment of the present invention which has a different control unit 109'. In this embodiment, in place of the vehicle height sensor 18 of the previous embodiment, there is provided a throttle opening sensor 18' for sensing the opening degree of an unillustrated throttle valve disposed in an unillustrated intake passage of an engine to generate an output signal representative of the detected throttle opening degree, and the control unit 109' includes, in addition to the same components as those of the previous embodiment denoted by reference numerals 109a, 109b, and 109d through 109h, a throttle opening measuring means 109i in place of the vehicle height measuring means 109c and the vehicle travel judging means 109d. The throttle opening measuring means 109i is adapted to receive the output signal from the throttle opening sensor 18' for measuring the opening degree So of the throttle valve. The speed-sensor failure determining means 109e is adapted to receive the output signals of the vehicle speed measuring means 109b and the throttle opening measuring means 109i and determine whether or not there is failure in the vehicle speed sensor 10 or breaks in the wiring connecting between the vehicle speed sensor 10 and the control unit 109'. In this regard, if the measured opening degree So of the throttle valve is greater than a reference throttle opening Ss (for example, 5 - 80% of the full throttle opening) and if zero output of the vehicle speed measuring means 109b continues for a time duration to', greater than a reference time ts', (for example, 10 - 20 seconds), the speed-sensor failure determining means 109e determines that there is failure in the speed sensor 10 and/or breaks in the wiring connecting between the speed sensor 10 and the control unit 109', and operates to make both the motor current and the clutch voltage into zero, thereby changing the steering system into a non-power assisted manual steering mode.
[0021] Fig. 7 is the flow chart showing the control process according to the embodiment of Fig. 6. This flow chart is substantially similar to the flow chart of Fig. 5 except for the following. Namely, in this flow chart, the step S3 of Fig. 5 is replaced by step S3', and the steps SII through SI4 of Fig. 5 are replaced by steps SI7 and S18. At step S3', the throttle opening measuring means 109i measures from the output signal of the throttle opening sensor 18' the opening degree So of an unillustrated throttle valve. At step 4, it is determined whether or not the measured vehicle speed V is equal to zero, and if not, the control process proceeds to step S5. On the other hand, if the vehicle speed V is zero, then the control process proceeds to step SI7 where the measured opening degree So of the throttle valve is compared with a reference throttle opening Ss. If So ≦ Ss, the control process proceeds to step S5, but if So > Ss, then at step S18, the time duration tD' for which zero output of the vehicle speed measuring means 109b continues is compared with a reference time ts'. If tD' ≦ ts', the control process proceeds to step S5, but if tD' > ts', the control process proceeds to step S15. The control process of this flow chart other than the above is identical to that of Fig. 5 and hence further detailed description thereof will be unnecessary.
a torque sensor for detecting steering force imparted to said steering wheel by an operator to generate an output signal representative of the detected steering force;
a vehicle speed sensor for detecting the vehicle speed to generate an output signal representative of the detected vehicle speed;
a motor adapted to be energized by a source of electric power for power assisting the steering motion . caused by the operator through said steering wheel;
a clutch means adapted to be switched off for interrupting the transmission of the power-assisting force from said motor toward said steerable road wheels when the vehicle speed increases above a prescribed level, and switched on for establishing the transmission of the power-steering force when the vehicle speed decreases below the prescribed level; and
a control unit connected through wirings to said torque sensor and said vehicle-speed sensor for controlling the operations of said motor and said clutch means based on the output signals thereof in a manner such that the power-assisting force transmitted from said motor to said steerable road wheels is controlled in accordance with the travelling speed of the vehicle and the steering torque imparted to the steering wheel by the operator under the normal operating condition of said vehicle speed sensor, but reduced to zero if said vehicle speed sensor has failed and/or said wiring connecting between said vehicle speed sensor and said control unit is broken.
a steering torque measuring means adapted to receive the output signal from said torque sensor for measuring the operator-induced steering torque;
a vehicle speed measuring means adapted to receive the output signal from said vehicle-speed sensor for measuring the vehicle speed;
a vehicle height measuring means adapted to receive the output signal from said vehicle height sensor and generate an output signal having a variation frequency and a variation amplitude which correspond to the measured vehicle height;
a vehicle travel judging means adapted to receive the output signal of said vehicle height measuring means and judge that the vehicle is travelling when the variation frequency and the variation amplitude of the output signal of said vehicle height measuring means are continuously greater than respective prescribed reference values for a time duration exceeding a prescribed period;
a speed-sensor failure determining means adapted to receive the output signals of said vehicle speed measuring means and said vehicle travel judging means and determine that there is failure in said vehicle speed sensor and/or breaks in said wiring connecting between said vehicle speed sensor and said control unit when the output of said vehicle speed measuring means is zero and when said vehicle travel judging means judges that the vehicle is travelling;
a motor-current determining means adapted to determine an appropriate level of current supplied to said motor in a manner such that the motor current is determined on the basis of the output signals of said steering torque measuring means and said vehicle speed measuring means in the normal operating condition of said vehicle speed sensor, but made zero when said speed-sensor failure determining means determines that there is failure in said vehicle speed sensor and/or breaks in said wiring connecting between said vehicle speed sensor and said control unit;
a motor-current controlling means for controlling the current supplied to said motor in accordance with the output from said motor-current determining means; and
a clutch controlling means for controlling the operation of said clutch means in a manner such that said clutch means is switched off when the measured vehicle speed is above the prescribed level or when said speed-sensor failure determining means determines that there is failure in said vehicle speed sensor and/or breaks in said wiring connecting between said vehicle speed sensor and said control unit, and switched on when the measured vehicle speed is below the prescribed level.
a throttle valve disposed in an intake passage of the engine for controlling the flow rate of air sucked into the engine; and
a throttle opening sensor adapted to detect the opening degree of said throttle valve and generate an output signal representative of the detected throttle opening degree; and wherein said control unit comprises:
a steering torque measuring means adapted to receive the output signal from said torque sensor for measuring the operator-induced steering torque;
a vehicle speed measuring means adapted to receive the output signal from said vehicle speed sensor for measuring the vehicle speed;
a throttle opening measuring means adapted to receive the output signal from said throttle opening sensor for measuring the opening degree of said throttle valve;
a speed-sensor failure determining means adapted to receive the output signals of said vehicle speed measuring means and said throttle opening measuring means and determine that there is failure in said vehicle speed sensor and/or breaks in said wiring connecting between said vehicle speed sensor and said control unit when the opening degree of said throttle valve measured by said throttle opening measuring means is greater than a prescribed reference value and when zero output of said vehicle speed measuring means continues for a time duration exceeding a prescribed period;
a motor-current determining means adapted to determine an appropriate level of current supplied to said motor in a manner such that the motor current is determined on the basis of the output signals of said steering torque measuring means and said vehicle speed measuring means in the normal operating condition of said vehicle speed sensor, but made zero when said speed-sensor failure determining means determines that there is failure in said vehicle speed sensor and/or breaks in said wiring connecting between said vehicle speed sensor and said control unit;
a motor-current controlling means for controlling the current supplied to said motor in accordance with the output from said motor-current determining means; and
a clutch controlling means for controlling the operation of said clutch means in a manner such that said clutch means is switched off when the measured vehicle speed is above the prescribed level or when said speed-sensor failure determining means determines that there is failure in said vehicle speed sensor and/or breaks in said wiring connecting between said vehicle speed sensor and said control unit, and switched on when the measured vehicle speed is below the prescribed level.